Method and system of improved tarp tensioning

ABSTRACT

The present invention relates generally to a tarp systems, in particular, to improvements to various aspects of a tarp tensioning system. The tarp tensioning system has a plurality of frames, the frames having two or more bow members and a biasing mechanism coupled therebetween to maintain tension on the tarp.

FIELD OF THE INVENTION

The present invention relates generally to the field of cover tarpsystems, in particular, but not exclusively, for covering vehicle beds.In particular, the invention relates to improvements to various aspectsof a tarp tensioning system.

BACKGROUND OF THE INVENTION

Aerodynamics and fuel efficiency is and has been a problem for thetrucking industry for a considerable length of time. In a conventionaltarp system, a drag factor exists whenever the tarp is not tensionedproperly. Furthermore, the distance between the truck and the headboardof the tarp system also experiences drag. Prior designs in the industryhave not had a particular focus on fuel efficiency in the design of thetarp system.

Tensioning of the tarp in the tarp system has also been a challenge forthe industry. Various tensioners have been developed. Prior systemsconnect the tarp to a headboard and rely on the rigidity of theheadboard to support tension that is adjusted from the rear of thetrailer. This is a problem because the trailer may flex allowing slackin the tarp resulting in wrinkles in the tarp and consequently drag asthe truck and trailer travel.

One such tarp tensioning device is described in U.S. Pat. No. 6,511,117to Aero Industries, Inc., herein incorporated by reference. Theautomatic tarp tensioning device removes slack from a tarp cover by wayof an extension mechanism attached to the tarp cover. An adjustingelement is moveable relative to the extension mechanism to apply tensionto the tarp cover. A biasing mechanism is disposed between the extensionmechanism and the adjusting element to bias the adjusting element awayfrom the extension mechanism to thereby tension the tarp cover. Thebiasing mechanism may be one or more springs in compression.

Another tarp tensioning system is described in U.S. Pat. No. 7,931,326to Iles Professional Engineering Corporation, herein incorporated byreference. The system for connecting tarps to the vehicle has bows forsupporting tarps, the bows comprising one or more tarp connectors, eachof the connectors having a pair of channels for accepting a supportpole. One or more corner connectors are adapted to receive an end of oneof the tarp connectors. A plurality of tarps, each secured to the tarpconnectors by wrapping the tarp around the support pole are insertedinto the channel of the tarp connector. The bows are combined with thetarps to create an enclosed cargo area.

It is an object of this invention to at least provide a novel method andsystem for improved tarp tensioning.

SUMMARY OF THE INVENTION

According to one aspect of the invention, there is provided a system fortarping a trailer having a front and a back. A plurality of frames withat least two bow members are coupled together using a biasing mechanism.One or more wheels are mounted at a base of the frames and the wheelsmay be received into at least one track on either side of the trailer.The bow members are generally rectangular or square in shape and mayhave a plurality of ribs extending at an angle from at least one bowmember. The angle of the ribs is approximately 30-degrees but may be ofdifferent angles. The ribs extend towards the front of the trailer; theribs extend towards the back of the trailer; or both.

According to another aspect of the invention, there may be three bowmembers where the biasing mechanism is coupled between two of the bowmembers and cross members may interconnect the two bow members notcoupled together with the biasing mechanism.

According to yet another aspect of the invention, the frame may have apost assembly with a generally L-shape coupled to the base of the frame.The wheels may be mounted to the post assembly. The post assembly mayfurther have a tensioning element configure to hold a tarp to the frame.

According to any aspect of the invention, the biasing mechanism may beat least one of a shock absorber, a pneumatic, hydraulic, and air overhydraulic cylinder.

According to another aspect of the invention, a pair of channels, whichare vertical with respect to the trailer, are coupled to each side ofthe frame. A pair of slide assemblies having a slide wheel at one endengages within the respective channel and a pair of connector blockscoupling the ends of the slide assembly opposite the slide wheel couplethe slide assembly to the respective track of the trailer.

According to yet another aspect of the invention, there is provided aremotely actuated tensioning and release device coupled between thetrailer and the frame located at a back of the trailer. The remotelyactuated tensioning and release device comprises at least one of apneumatic cylinder, a pneumatic barrel tensioner, gear assembly, ahydraulic cylinder, and any combination thereof and may be remotelyactuated by a controller located proximate the front of the trailer.

According to another aspect of the invention, there is provided one ormore hinges rotating the track horizontally with respect to the trailerso as to permit the tracks to widen the tarped area for oversized loads.An actuator rotating the at least one hinge. According to another aspectof the invention, the frame further has two frame portions coupledtogether with at least one frame expanding actuator to increase ahorizontal distance between the two frame portions in order to permitthe frame to expand or contract in width to match the widened spacebetween the two tracks.

According to any of the aspects above, there is further provided anaerodynamic headboard located at a front of the trailer. The aerodynamicheadboard may further have a door for access to an interior tarped areaof the trailer. The aerodynamic headboard may have two side deflectorsand a top deflector formed from either fiberglass, molded plastic, or acombination thereof. The side deflectors and top deflector may becoupled to a storage structure having vertical structural supports wherethe vertical structural supports may be further coupled to a backplane.At least one pneumatic cylinder may be coupled to the aerodynamicheadboard and the trailer reducing angular motion of the aerodynamicheadboard thereby maintaining tension on the tarp.

BRIEF DESCRIPTION OF THE DRAWINGS

An embodiment will now be described, by way of example only, withreference to the attached Figures, wherein:

FIG. 1A shows a top perspective view of a flat bed trailer with a tarptensioning system;

FIG. 1B shows a top view of a track expanding mechanism for the tarptensioning system;

FIG. 1C shows a top view of a expanding frame for the tarp tensioningsystem;

FIGS. 2A and 2B show a perspective view and an exploded view of aheadboard of the tarp tensioning system;

FIGS. 3A and 3B show a perspective view and an exploded view of atensioning device for the headboard of the tarp tensioning system;

FIGS. 4A and 4B demonstrate a perspective view and an exploded view of aframe with a tensioning device;

FIGS. 5A and 5B show a perspective view and an exploded view of anotherframe with a tensioning device;

FIGS. 6A and 6B show a perspective view and an exploded view of yetanother frame with a tensioning device;

FIGS. 7A and 7B show a perspective view and an exploded view of atensioning device for remote tensioning;

FIGS. 8A and 8B show a perspective view and an exploded view of a dropdeck;

FIGS. 9A and 9B show a perspective view and plan views of a wheel foruse in the tarp tensioning system;

FIGS. 10A and 10B show a perspective view and plan views of a cover forthe wheel of FIGS. 9A and 9B;

FIG. 11 is a front plan view of an uplift assembly;

FIGS. 12A and 12B show perspective views of a pneumatically actuatedbarrel tensioner in a tensioning and releasing configurationrespectively;

FIGS. 13A and 13B show a side plan view and a perspective view of gearassembly for tensioning a tarp;

FIGS. 14A and 14B demonstrate a side plan view of a flap assembly in aclosed and open position respectively;

FIGS. 15A and 15B show a perspective view of an end cap and the end capin position respectively;

FIG. 16 demonstrates a side plan view of a headboard removal assembly ofa tarp tensioning system;

FIG. 17 shows a top plan view of a door hinge for a headboard of a tarptensioning system;

FIG. 18 presents a tarp system;

FIGS. 19A and 19B so a side view and a perspective view respectively ofa sealing system for the tarp tensioning system;

FIG. 20 show a side view of a wide load adaptation for the tarptensioning system;

FIGS. 21A and 21B demonstrate a bumper system for the frame of the tarptensioning system; and

FIG. 22 shows a light bar system for mounting lights below the tarptensioning system.

DETAILED DESCRIPTION OF THE EMBODIMENT

While the Background of Invention described above has identifiedparticular problems known in the prior art, the present inventionprovides, in part, a new and useful application for tarp tensioning.

FIG. 1A shows a tarp tensioning system 100 for covering a flatbedtrailer 102. The tarp tensioning system 100 has a plurality of frames104 placed in tracks 106 on either side of the flatbed trailer 102. Theframe 104 is approximately rectangular or square in shape forming sidesand a top with sufficient clearance over the load on the trailer 102.Each of the frames 104 has a plurality of ribs 108 extending at an anglefrom the frame 104 backward in the case of the frame 104 at the front ofthe flatbed trailer 102; forward in the case of the frame 104 at theback end of the trailer 102; or in both directions in the case of theframe 104 in the middle of the trailer 102. The ribs 108 provideadditional support and tension to the tarp strung between two frames104. One or more of the frames 104 may have a biasing mechanism 110capable of expanding the frame 104 as further described below. The tarptensioning system 100 also may have an aerodynamic headboard 112.

As shown in FIG. 1B, the track 106 of the tarp tensioning system 100 maybe coupled to the trailer 102 by one or more hinges 120 that swivelsusing two rotational couplers 122. The hinges 120 rotate the track 102horizontally away from the trailer 102. Although only one hinge 120 isshown in FIG. 1B, the inventor contemplates that many hinges may be usedin order to securely couple the track 106 to the trailer 102. Therotational couplers 122 may be rotated by way of electric motors,pneumatically, or hydraulically (not shown). Alternatively, the hinge120 may comprise a pneumatic or hydraulic cylinder. By permitting thetrack 106 to rotate away from the trailer 102, wider loads may bepermitted on the trailer while also permitting tarping of the load.

The frame 104, as shown in FIG. 1C, comprises two frame portions 130 and132 (more clearly shown as divided by line 134) coupled together withone or more frame expanding actuators 136 such as the two pneumaticcylinders or other form of coupling mechanism such as dampers, hydrauliccylinders, or the like. One end of the frame expanding actuator 136 iscoupled to one frame portion 130 and the other end of the frameexpanding actuator 136 is coupled to the other frame portion 132. As thetracks 106 move away from the trailer 102 by way of the hinges 120, thepneumatic cylinders 136 expand the frame 104 by a similar distancebetween the two frame portions 130 and 132 maintaining the wheels of theframe 104 within the tracks 106. The frame 104 is thus expanded so thetarped area grows with the wide load. Although FIG. 1C shows the twoframe portions 130 and 132 being asymmetrical, the inventor contemplatesthat the two frame portions 130 and 132 may be of equal length.

The aerodynamic headboard 112 is shown in more detail with respect toFIGS. 2A and 2B where FIG. 2B shows an exploded version 200 of theheadboard 112. The headboard 112 has a door 202 to enable access to theinterior tarped area of the trailer 102. The door 202 is connected tothe headboard 112 by hinges and has a conventional door handle and mayhave a lock. The headboard 112 has a plurality of shaped fiberglass(molded plastic or other composites) wind deflectors such as two sidedefectors 204 and a top deflector 206. The deflectors 204 and 206 areshaped and formed in order to improve aerodynamics and thereby save fuelby reducing drag. Alternatively, the deflector 204 may comprise a singlepiece of material.

The deflectors 204 and 206 are coupled to a storage structure 208 havingvertical structural supports 210 that provide increased structuralstability for the deflectors 204 and 206. The structural supports 210are connected to a backplane 212 that extends the height of theanticipated load placed on the trailer 102. The backplane 212 may alsohave horizontal cross members 214 providing additional horizontalsupport. The bottom of the storage structure may have a plurality ofstorage areas 216 accessible from inside the tarped area. These storageareas 216 also provide structural support for the deflectors 204. Theentire structure is designed to be able to withstand significant windand crosswinds encountered during road or train travel.

The headboard 112 is coupled to the end of the tracks 106 as shown inFIGS. 3A and 3B. When travelling, the trailer 102 flexes resulting inthe headboard 112 angling towards the back of the trailer 102. Theresult is slack in the tarp on the top which eventually results in awrinkle causing drag. One or more pneumatic cylinders 302 is mounted atone end 306 to the trailer 102 either to the track 106 or directly tothe bed of the trailer 102. The pneumatic cylinders 302 are mounted atthe other end 304 to the headboard 112. The pneumatic cylinders 302 pushupward at an angle between 0 to 45 degrees on the headboard 112 therebyremoving the slack in the tarp.

FIGS. 4A and 4B demonstrate an example of a frame 104 capable oftensioning the tarp. An exploded view 400 is presented in FIG. 4B. Theframe 104 has a pair of rigid bow members 402 interconnected by aplurality of cross members 404, 406, and 408. The cross members may bediagonal 404, thick 406, or thin 408 depending on the strength necessaryfor the frame 104. A post assembly 412 having a generally L-shape iscoupled to the base of the frame 104. The post assembly 412 has a maletensioning element 414 located at the top which engages a correspondingfemale tensioning element 416 that holds the tarp in position. A set ofwheels on each side of the base of the post assembly 412 are held inplace by a retention plate 420. The post assembly 412 is also held tothe rigid bow members 402 by the retention plates 420. The wheels 418permit the frame 104 to roll along the tracks 106 on either side of thetrailer 102. In some examples, there are three wheels per side of theframe 104, in other examples, there are two wheels per side of the frame104.

FIGS. 5A and 5B demonstrate another example of a frame 104 capable oftensioning the tarp. An exploded view 500 is presented in FIG. 5B. Theframe 104 has a travelling bow member 504 between a pair of rigid bowmembers 502. The tarp is coupled to the travelling bow member 504. Oneor more biasing mechanisms 110 such as a pneumatic, hydraulic, or airover hydraulic cylinders 530 are mounted at one end on one of the rigidbow members 502. The other end of the cylinder 530 is mounted to thedynamic travelling bow member 504. The cylinders act as shock absorberstaking the slack of the tarp out while the trailer 102 is travelling.The rigid bow members 502 are connected to two plates 520. Thetravelling bow member 504 is swivelably coupled to the plate 520. Atleast one of the bow members 502 and 504 has a wheel 518 coupled betweenthe plate 520 the respective bow member 502 and 504.

FIGS. 6A and 6B show yet another example of a frame 104 capable oftensioning the tarp. A frame 104 is similar to the one as previouslydescribed with reference to FIGS. 4A and 4B. A pair of rigid bow members602 connected by cross members 604. A channel 606 is coupled to eachside of the rigid bow members 602 where the channel 606 is in a verticaldirection. A pair of slide assemblies 608, 610 is connected to thetrailer 102 by a connector block 612 at one end. The connector block 612is fixed to the top of the track 106 and accepts the thrust from the bar610. The slide assemblies 608, 610 have a wheel 606 at the other endwhere the wheel is engaged within the channel 604. By sliding theconnector 612 towards the frame 104, the tarp is tensioned and bysliding the connector 612 away from the frame 104, the tarp is released.When the trailer 102 flexes, the wheel 608 rises in the channel 606resulting in the frame 104 maintaining a vertical orientation. Thisvertical orientation reduces the slack in the tarp.

FIGS. 7A and 7B demonstrate a remotely actuated tensioning and releasedevice. A button controller (now shown) located on or near the headboard112 and is connected (either pneumatically or electronically) to apneumatically (or hydraulically) actuated cylinder 702 mounted betweentwo stake pockets 704 and 706. The cylinder 702 is fixed to the trailer102 and the other end mounted to a wedged block 708 that is connected tothe frame. The actuation of the cylinder 702 causes the wedged block 708slide along a channel 710. This causes the frame 104 to move backward orforward resulting in releasing or tensioning of the tarp.

FIGS. 8A and 8B show a drop deck 800 for a trailer 102 where the upperdeck frame 802 rolls onto the rear deck 808 and vice versa. The lowerdeck track 804 may be added by way of a flange 806 and may be added,removed, or moved mechanically, pneumatically, or by other means ofpower and stored when not in use. The lower deck track 804 is added whenthe rolling the frame forward of the upper deck is necessary.

FIGS. 9A, 9B and 10A, 10B demonstrate a example wheel covering system toprevent atmospheric factors from impacting the performance of the wheellocated at the base of the frame 104 as shown as element 418 and 518 inFIGS. 4B and 5B. A wheel 900 is shown in FIGS. 9A and 9B having a front902, side 904, and back 906 views. The wheel 900 has a groove 908 toaccept a corresponding protrusion within the track and a shaft 910. Acover 1000 is shown in FIGS. 10A and 10B having a front 1002, side 1004,and back 1006 views. The cover 1000 is placed over the wheel 900.

Turning now to FIG. 11 shows an uplift assembly 1100 as viewed from theback of the trailer 102. A series of loops 1106 are on the horizontalsurface of the frame 104 and a corresponding series of loops 1108 are onthe vertical surface of the frame 104. A strap 1112 is coupled to eachcorner 1104 of the frame 104 and passes over the tarp 1110 and throughthe horizontal loops 1106 to the vertical loops 1108. The uplift mayhave a double configuration by using only two straps 1114 or may be aquad configuration with the addition of two more straps 1102. Tighteningthe straps 1102 and/or 1104 causes the tarp 1110 to stretch and preventspleating.

FIGS. 12A to 12B demonstrate a pneumatically actuated barrel tensioner1200 adapted for remote actuation. As previously described withreference to FIGS. 7A and 7B, a button (not shown) may be placed on theheadboard 112 whereby the button activates an air drive (not shown)mounted to one of a pair of tensioning bolts 1206, 1208 on the front orback side of the barrel tensioner 1200. An air assembly line (not shown)connected to the air drive actuates the barrel tensioner 1200 to tensionor release the tarp. A tab 1210 on the upper section of the slot 1212prevents the thrust nut 1214 from falling while the barrel tensioner1200 is being actuated to tension the tarp. A tension spring 1216 istightened when the air drive actuates the tensioning bolt 1206, 1208 totension the tarp and the tension spring 1216 loosens when the air driveactuates the tensioning bolts 1206, 1208 to release the tarp. Thevertical bolt 1218 allows storage of a crank handle (not shown).

Rather than a barrel tensioner 1200, a gear assembly 1300 shown in FIGS.13A and 13B may be used. The gear assembly may be a pinion-bull gear1304 may be mounted to a bracket 1308. An arm 1302 may turn the gear1304 or a pneumatic actuator 1306 may actuate the gear 1304. An airinlet 1310 receives compressed air and a valve 1312 determines whichdirection the pneumatic actuator 1306 rotates its gear 1314. Theactuator gear 1314 engages the main gear 1304 in order to release ortension the tarp. A puck 1316 is mounted and fixed to the rear framewhere the tarp is connected. Arm 1302 is turned by exerting a force onthe puck 1316 causing the frame to shift which tensions or loosens thetarp depending on the direction arm 1302 is turning.

Turning now to FIGS. 14A and 14B, a rear flap assembly 1400 on a tarpingsystem is shown having a lower portion 1404 and an upper portion 1406.FIG. 14A demonstrates the rear flap assembly 1400 in a closed positionand FIG. 14B demonstrates it in an open position. The lower and upperportions 1404 and 1406 wrap around a pully 1402 having a coil springtherein (not shown). The pully 1402 is connected to a cross member 406of the frame 402 by a lifting arm 1410 on each side of the pully 1402.The pully 1402 has a rope (not shown) allowing the user to retract orextract the flap by turning the pully 1402. As the pully 1402 is turnedto retract the flap, the lift arm 1410 swivels upward as the upperportion 1406 wraps around the pully 1402. When the flap is fullyextracted as shown in FIG. 14A, the lower portion 1404 may be coupled tothe trailer using buttons, Velcro, etc.

In another example shown in FIGS. 15A and 15B, the corners and edges1502 of the frame 402 may be sharp and cut the tarp when slid onto theframe 402. Inserts 1500 are provided for placement in the openings 1502in order to protect the tarp from damage. The inserts 1500 areconstructed of resilient plastic or rubber permitting placement of thetapered end 1504 into the opening 1502. A slot 1506 is present in orderto permit insertion into different sized openings 1502. A tab 1508 ispresent allowing for easy removal from the opening 1502.

As shown in FIG. 16, the front frame 402 may permit removal of theheadboard 112 using a headboard removal assembly 1600. The headboard 112is mounted to a set of plates 1602 by way of a track (now shown). Withinthe tracks are a plurality of wheels 900 (or optionally covered wheels1000) mounted on the plates 1602. The tracks are shaped in such a waythat keeps the wheels 900 in line. Air cylinders 1604 pushes the plates1602 up and down. Since the wheels 900 are fixed on the plates 1602,wheels force the places to move on the tracks. The frame 402 has a setof locking plates 1606 that engage a pair of wheels 1608. The wheels1608 roll along the locking plate until they engage correspondinglocking notches 1610 that hold the headboard 112 in position.

FIG. 17 presents a top view of a door hinge assembly 1700. The door 202is coupled to the frame 402 by way of one or more flexible cam arms1702. Each cam arm 1702 is stabilized by one or more swivel links 1704.This permits the door 202 to slide laterally with respect to theheadboard 112.

FIG. 18 presents a tarp system 1800 comprising two side sections 1802overlapped by a top section 1804. The overlapping top section 1804prevents water and dirt from entering the top. The independent sections1802 permit replacement of a damaged side 1802 without requiringreplacement of the other side section 1802 or the top section 1804.

FIGS. 19A and 19B show a sealing system 1900 for the tarp tensioningsystem 100. A stake pocket 1902 is coupled to the trailer 102 wherebythe stake pocket 1902 is configured to receive a chain and tighteningmechanism (not shown). A weather sealing bracket 1904 is coupled to thestake pocket 1902. The weather sealing bracket 1904 has a dirt catcher1906 angled upward to prevent any dirt from reaching the stake pocket1902 or entering the tarped area. A bristle pack 1910 may be coupled tothe weather sealing bracket 1904 underneath the stake pocket. A doubleseal 1908 where the lower seal seals the bottom portion and the upperseal can be moved or lowered easier while the chain or strap is slidthrough. The bristle pack 1910 has a number of bristles 1912 that permitthe fasteners (e.g. chains and/or straps) (not shown) to slide through.Once the fasteners are slid through, the bristles 1912 surround thefasteners by closing the open space created during strapping andtightening of the load. The bristles 1912 prevent dirt or water fromentering the tarped area of the trailer 102.

FIG. 20 shows a side view of the trailer 102 hauling a wide load (e.g.wider than 102″). The conventional tarp system is shown in dotted lineprofile and comprises a front frame 2002 and read frame 2004 rolling orgliding in a track 2008. One or more middle frames 2006 are alsopresented. When a wide load is required, the conventional tarp system isrolled forward or behind the portion of the trailer where the wide loadis to be placed. A wider frame 2010 is coupled to the headboard 112 anda widened rear frame 2012 is rolled into the track 2008. The smallerconventional tarp system is then covered by the widened tarp system.

FIGS. 21A and 21B demonstrates a bumper system 2100 for the frame 104.At the base of the frame 104, where the wheels 518 roll in tracks 106, aslot is cut which accepts a rubber bumper 2102 aligned with the wheels518. When the frames 104 are pushed toward the rear or front of thetracks 106, the rubber bumpers 2102 contact each other and present noiseand/or damage when the frames meet. The rubber bumper 2102 protrudesfrom the slot a sufficient amount to absorb the energy of the frame 104moving in the tracks 106. An additional top wheel 2106 is added thatruns in an additional track 2108 that provides stability to the frame104 during motion and reduces the likelihood that the frame 104 may tip.

FIG. 22 shows a light bar system 2200 for mounting below the track 106.When a tarping system 100 is placed on a trailer 102, the tarping system100 frequently blocks the lights on the trailer 102. Existing methodshave involved welding light bars below the tracks 106 and are difficultto mount or once mounted, to change the bulbs. The light bar systemcomprises a support structure 2202 for supporting a light 2204 mountedthereto. The support structure 2202 sloped downward 2206 in order toprevent dirt and debris from damaging the light 2204 or the electricaland control cables 2208. Behind the light 2204 is an open area whichallows easy access to the light 2204 for installation or changing of thebulb (not shown). The support structure 2202 may be mounted either insections along the length of the trailer or be full length.

The above-described embodiments are intended to be examples of thepresent invention and alterations and modifications may be effectedthereto, by those of skill in the art, without departing from the scopeof the invention, which is defined solely by the claims appended hereto.

What is claimed is:
 1. A system for tarping a trailer having a front anda back, comprising: a plurality of frames having at least three bowmembers and a biasing mechanism coupled between at least two of the bowmembers; a plurality of cross members interconnecting at least two ofthe bow members not coupled together with the biasing mechanism; and atleast one wheel mounted at a base of the frame to be received into atleast one track on either side of the trailer.
 2. A system for tarping atrailer having a front and a back, comprising: a plurality of frameshaving at least two bow members and a biasing mechanism coupledtherebetween; at least one wheel mounted at a base of the frame to bereceived into at least one track on either side of the trailer; a pairof channels coupled to each side of the frame; a pair of slideassemblies having a slide wheel at one end engaged within the respectivechannel; and a pair of connector blocks coupling the ends of the slideassembly opposite the slide wheel to the respective track of thetrailer.
 3. A system for tarping a trailer having a front and a back,comprising: a plurality of frames having at least two bow members and abiasing mechanism coupled therebetween; a remotely actuated tensioningand release device coupled between the trailer and the frame located ata back of the trailer; and at least one wheel mounted at a base of theframe to be received into at least one track on either side of thetrailer.
 4. The system according to claim 3, wherein the remotelyactuated tensioning and release device comprises at least one of apneumatic cylinder, a pneumatic barrel tensioner, gear assembly, ahydraulic cylinder, and any combination thereof.
 5. The system accordingto claim 3, wherein the remotely actuated tensioning and release deviceis controlled by a controller located proximate the front of thetrailer.
 6. A system for tarping a trailer having a front and a back,comprising: a plurality of frames having at least two bow members and abiasing mechanism coupled therebetween; at least one wheel mounted at abase of the frame to be received into at least one track on either sideof the trailer; and at least one hinge rotating the track horizontallywith respect to the trailer.
 7. The system according to claim 6, furthercomprising an actuator rotating the at least one hinge.
 8. The systemaccording to claim 6, the frame further comprising two frame portionscoupled together with at least one frame expanding actuator to increasea horizontal distance between the two frame portions.
 9. A system fortarping a trailer having a front and a back, comprising: a plurality offrames having at least two bow members and a biasing mechanism coupledtherebetween; at least one wheel mounted at a base of the frame to bereceived into at least one track on either side of the trailer; anaerodynamic headboard located at a front of the trailer; and at leastone pneumatic cylinder coupled to the aerodynamic headboard and thetrailer reducing angular motion of the aerodynamic headboard.